Control valve



E. R. PRICE Oct. 14, 1947.

CONTROL VALVE Original Filed July 20,1942 a Sheets-Sheet 1 EHPZ A.

HVVMTOR P/P/CZ' M Amauzy Oct. 14, 1947. R PRlCE 2,429,194

CONTROL VALVE Original Filed July 20, 1942 s Sheets-Sheet 2 374 59 i 43 i I W I l 45 -46 L Q INVENTOH 5W4 RPR/CE A TTORNE Y Oct. 14, 1947. pmc 2,429,194

CONTROL VALVE Original Filed July 20, 1942 3 Sheets-Sheet 3 I INVENTOR [ARA A2 Pe/cf RNE . ing a foot pedal controlled switch.

Patented Oct. 14, 1947v um'ri-zo sures PATENT orrica I a4zs,1s4

EarlB.

Price, South Bend, 1nd,, asaiznor to Aviation Corporation, a v tion of Delaware Continuation of application Serial No.

South Bend, Ind;

This application In 24, at No. 515.539

This invention relates to valve devices for the control of power motors, and more particularly to a valve usable in a differential air pressure power brake system to advance the application of one power motor with respect to application of another power motor. The present application is a continuation of my previously filed copending application Serial No. 451,561, filed July 20, 1942, now abandoned.

It is the primary object of this invention to provide a power brake system for a. tractor-trailer vehicle combination in which a certain amount of pressure is applied to the trailer brakes before the tractor brakes begin to-operate.

A further and more specific object is to provide a tractor-trailer braking system in which the trailer brakes are advanced .and thereafter wait for the tractor brakes in the sense that the pressure on the trailer brakes is not greatly increased above the initial or pre-tractor pressure until the pressure in the tractor system-has built up to or near equality or to a normal proportional relationship with the initial pressure in the trailer system, after which pressures on the tractor and trailer brakes increase simultaneously.

In most tractor trailer power bramng systems, the trailer brakes are connected to the tractor brakes through a relay valve which operates, whenever the tractor brakes are applied, to apply the trailer brakes. In such a system it is inevitable that the trailer brakes lag slightly behind the tractor brakes at the beginning of the brake application. It is my purpose to utilize a control for trailer brakes which does not depend upon the creation of pressure in the tractor system. It may depend, for example, upon movement of the brake pedal. Thus in one enibodiment of my idea I use electric means to cause initial operation of the trailer brakes and I bring the electric means itself into operation by clos- The switch may be arranged to close at any time during pedal movement but it is desirable for the purposes of my invention that the switch close before the pedal has moved far enough to "crack the valve which operates the tractor power brake system.

It is advantageous to have the initial operation of the trailer brakes precede slightly the initial operation of the tractor brakes because, first, the driver is thus given the opportunity to exercise a light control over the trailer brakes without making afull brake application and, secand, early application, to a limited extent, of the trailer brakes may serve to prevent skidding of the trailer, a phenomenon generally referred to.

as Jack-knifing.

Although it is desirable to have the trailer brake, application begin ahead of the tractor brake application, it is also desirable that the effect of the unit which initially causes application of the trailer brakes be eliminated as the tractor brakes approach full power application. Thus the tractor and trailer brakes have the same relationship to one another at the end of a heavy brake application that they would have if the means for initially speeding up the trailer brakes were not included in the system. If the load arrangement is such that it is desired to have a proportionately greater pressure apadvance valve of Figure 1, i. e. the valve which causes the initial application of the trailer brakes to precede application of the tractor brakes and which thereafter ceases to have any efiect on theof the two veratio of pressures in the brakes hicles;

Figure 4 is a diagrammatic hook-up showing a modification of the system of Figure -1 in which a hydraulically controlled advance valve is utilized;

Figure 5 is a vertical section taken through the hydraulically controlled advance valve of Figure 4; and

Figure 6 is a close-up, partly in section, showing the switch 62 of Figure 1.

The system shown in Figures 1 to 3 includes a tractor ii and trailer i2 having brakes it and Id respectively and power motors i5 and it for applying the respective brakes. A control valve ii on the tractor is actuable according to the manipulation of a pedal I8, and the valve i7 is in turn connected by a conduit iii to the tractor power motor i5 for controlling the operation thereof. A conduit 20 connects the control valve ii to an advance" valve M. A conduit 22. connects the advance" valve 2] to a relay or conutilized the intakenianifold of the tractor engine as a source of vacuum which when opposed by air at atmospheric pressure creates a pressure difl'erential over the power cylinder pistons to apply the brakes. at 25 is connected by conduit 28 to control valve H on the tractor and by conduit 21 to avacuum reservoir tank 28 on the trailer. A one-way check valve 23 should be inserted in line 21 between the intake manifold and the vacuum reservoir .tank 28 to maintain the highest vacuum .(lowest pressure) attained in the reservoir tank regardless of the degree of vacuum prevailing at the intake manifold. The vacuum power motors l and I5 may be of either the atmospheric suspended or vacuum-suspended type, i. e. during release either atmosphere or vacuum may prevail on both sides of the piston of agiven cylinder. Depending on the type of power motor, vacuum suspended or atmospheric suspended, the valve 23 may be either a relay valve or a conversion valve. As shown both motors l5 and lG-are of the vacuum suspended type and valve 23, seen in section in Figure 2, is the type of valve termed a simple relay valve. 3

The relay valve shown in Figure 2 is of atype old in the art and comprises a casing divided into a controlling pressure chamber 51 and a controlled pressure .chamber 52 by a flexible diaphragm 53. A chamber 5| is connected through a 'port 54 to the conduit 22 which at its other end is connected to advance valve 2|. Chamber 52 is provided with three ports. The first, 55, opens to a conduit 53 which connects to the vacuum reservoir 23; the second, 51, opens to air at atmospheric pressure which may be filtered by an air cleaner 58; and the third, 59, is connected by conduit 24 to one end of power cylinder l6. Valve 23 as shown is a relay valve, and operates a vacuum suspended trailer power motor in response to operation of a vacuum suspended tractor power motor. A relay valve of this type could also be used between two atmospheric suspended power motors. If one of the vacuum power motors is vacuum suspended in release and the other is atmospheric suspended, then a conversion valve will be used in place of-the valve 23. Both the relay valve and the conversion valve are well known in the art and do not constitute a part of the invention claimed in this application.

. The advance valve. 2| (see Figure 3) is divided by two flexible diaphragms 30 and 3i into three pressure chambers 32, 33, and 34. A plunger which serves as an armature 35 extends into a central opening in a solenoid winding 36, the solenoid including the winding and the plunger being mounted on or adjacent the casing of the valve 2!. The armature plunger 35 contacts at its lower end a rod 35a which is secured to the diaphragm 30 and has fixed thereto at its lower The intake manifold, shown.

end a cage 31 comprising an upper and lower portion which have clamped between them the inner periphery of the annular diaphragm 3i. The upper portion 31a of the cage 31 has a plurality of openings 33 therethrough allowing the chamber 33 to communicate freely with a smaller cylindrical chamber 39 formed by the second portion 1 31b of the cage 31.

The chamber 32 is at all times connected through a port 40 with a conduit 4| leading from a source of vacuum, such as vacuum reserve tank 28. Chamber 33 is connected through a port 42 with control conduit 20, in which conduit the prevailing pressures correspond to the pressures which operate the tractor power motor 15. A port 43 opens from chamber 34 to conduit 22 which, as pointed out above, is connected through port 54 with chamber 5| of the relay or conversion valve 23. Chamber 34 is also provided with a port 44 which opens to atmosphere whenever it is uncovered by downward movement of a poppet 45, the poppet 45 being urged toward portclosing position by a spring 43. The downwardly extendlng cylindrical part 311) of the cage 31' forms with the aid of poppet 45, a valve which controls the connection and disconnection of chambers 33 and 34.

The solenoid winding 35 is part of an electrical circuit which is so arranged that the solenoid will be actuated upon slight movement of brake pedal 18. The solenoid is preferably wired in parallel with the stop light of the tractor vehicle. The electrical circuit for controlling the solenoid comprises a battery 6|, a pedal controlled switch 52, and the solenoid winding.

Although the particular structure and mode of operation of switch 32 maybe varied considerably without departing from the field ofthe present invention, for purposes of illustration I have shown a switch having a casing 63 (see'Figure 6) suitably carried by the vehicle frame, and having one set of contacts 65 supported on the casing and a second set of contacts 51 provided on a movable member 69 which hasa stem II, and which is urged toward contact making position by a spring 12 compressed between member 69 and'casing 63. As long as the pedal l8 remains in released position, a projecting member 13 carried by link or rod15 acts against stem H to hold contact points 61 awayfrom contact points 55,

thereby holding the switch open. When the operator moves the pedal in the direction to apply the brakes, rod 15 moves toward the left, and projecting member 13 moves with it, thereby permitting spring 12 to close the switch.

Operation of my improved tractor-trailer braking system as shown in Figures 1 to 3 is as follows. Assuming the brakes of both vehicles are released and that the power cylinders l5 and iii are vacuum suspended during release, manifold vacuum will prevail in conduit 20 and consequently in chamber 33 of the advance valve. Manifold vacuum will also prevail in chamber 34 of the advance valve and in the connected chamber 5| of the relay valve. Any discrepancy in pressure between chambers 33 and 34 of the advance valve will be corrected by movement of cage 31, inasmuch as a pressure above manifold vacuum in chamber 34 would force diaphragm 3i upward opening chamber 33 to chamber 34. Chamber 32 at all times has the vacuum pressure of reservoir tank 28. In the relay valve vacuum port 55 will be open and atmosphere port 51 will be closed so that through port'59 the vacuum condition prevailing in chamber 52 will be com- .municated to conduit 24. When the operator of 52 energizing the solenoid with theresult that it plunger 35 will be forced downwardly. This movement of the plunger will act through cage.

31 to'push poppet valve 44 from its seat. p ning chamber 34 to atmosphere and sealing chamber 33 from chamber 34. The increased pressure in chamber 34 owing to admission of atmosphere will be transmitted to diaphragm 43 of the relay valve causing the vacuum valve to close and the atmosphere valve of the relay to open, in turn admitting atmosphere at a pressure greater than manifold vacuum to chamber 52, conduit 24 and the rear of trailer power cylinder I3, thuscausing an immediate application of pressure to actuate the trailer brakes. The atmosphere admitted to chamber 34 will exert an upward push on diaphragm 3i tending to move plunger. against the force exerted by the solenoid. At a predetermined point the opposing pressures will balance and valve 45 will close port 44 dlscontinuing the admission of atmosphere to chamber 34.

Since this will limit the pressure in chamber SI of the relay valve, that valve will also move to um and atmosphere ports are closed, since the pressurein chamber 52 equals the pressure in chamber 3 I.

If movement of pedal I 8 is continued by thecrease in prevailing pressure in chamber 33 of the advance valve will tend to exert an upward force on diaphragm 33 against the vacuum in chamber 32 proportional to the area of said diaphragm 30. At the same time the increased pressure in chamber 33 will tend to exert a downward force on diaphragm 3| proportional to the annular area of the diaphragm between the valve casing and the cylindrical extension '3Ib of the cage 37. If we assume that the diaphragms 33 and 3i are approximately equal in circumference, the pressure responsive area of diaphragm 30 will exceed the pressure responsive area of diaphragm 3| by an amount equal to the cross sectional area of cylindrical extension 31b. If the pressure in chamber 33 increases, it will increase the upward force against the plunger 35. When the pressure in chamber 33 is built up to a point approximating the pressure in chamber 34 induced by initial opening of port 44 to atmosphere, pressure inchamber 33 will suffice to overcome the downward force exerted by the solenoid and to force the plunger upward lifting the cylinder 31b from its seat on poppet 45 and allowing free communication between the chambers 33 and 34 through openings 38 and chamber 39. From this point on, conduit 20 will be connected to conduit 22 through chambers 33 and 34 of the advance valve and the tractortrailer braking system will operate as though the advance valve were not included in the system, since the pressure prevailing inconduit 20 will directly control the relay valve 23. Once the pressure 'in chamber 33 has become suflicient to positively open the connection between chambers 33 and 34, diaphragm 3i will be neutralized and the downward force exerted by the solenoid will be opposed by the full pressure of atmosphere in chamber 33 acting, over diaphragm 30, against the vacuum prevailing in chamber 32.

In Figures 4 and 5 I have shown a tractortrailer braking systemin which a hydraulic advance valve is adapted to do the job done by the electrically controlled advance valve of Figures 1 to 3. Because of the similarity between the systems of Figures 1 to 3 and Figures 4 and 5, I have applied numerals to the parts shown on Figures 4 and 5 corresponding to numerals applied to similar parts of Figures 1 to 3 except for the-addition of 100. Although the type of power control arrangement to be used on the tractor of Figure 4 is a matter 01' choice, I have chosen to utilize a power operated hydraulic unit Ilia which includes a power cylinder H5 and which is con- .trolled by a valve 1, the valve being operable which pushes through a spring I35a against a cage I31 to open a poppet valve I45 admitting atmosphere to a chamber I34 from which chamber such atmosphere is transmitted to chamber 5I of the relay valve, while the pressure of the atmosphere in chamber I34 simultaneously-exerts an upward force against the diaphragm I3I opposing the downward force of the hydraulic pressure in chamber I33. Although pressure will be created in the hydraulic lines of the tractor as soon as the pedal I I8 is operated, valve IZI can be made to act efiectively as an "advance" valve by arranging the sizes of the various pistons and diaphragms in the system so that plunger I33 will be moved to open valve I45 before a substantial pressure has been created in the tractor hydraulic brake ystem. A certain amount of pressure is required to overcome the springs 'in the tractor valve I I! and power cylinder lid and also to overcome the retracting springs at the wheel brakes of the tractor.

As atmospheric pressure builds up in chamber I33 of the advance valve it will eventually cause upward movement of cage I31 owing to the difference in the pressure responsive areas of diaphragms we and I3I Upward movement of cage I31 will cause the cage to leave poppet I45a allowing free communication between chambers I33 and I34 so that vacuum control line I2Iia, which has the same degree of vacuum as power cylinder H5, will be directly connected through chambers I33 and I34 to relay valve I23. Chamber I32 is connected to a constant source of vacuum.

Although I have described certain specific embodiments of my invention it will be appreciated that other embodiments might be made without departing from the scope of the invention. For

example, the advance valve might be initially actuated by a vacuum responsive diaphragm or by a Bowden wire control. In view of the above, it is my desire not to be limited in the scope of my invention except by the terms of the appended claims. a

ing a given ratio of effectiveness between them throughout the operating range, means for applying the trailer brakes ahead of the tractor brakes comprising valve means for causing applying pressure to develop solely in said trailer power device, means for actuating said valve means, means for operating said actuatingmeans independently of said'control valve, and a manually operable member for controlling both the lastnamed means and the aforesaid control valve.

2. In a tractor-trailer braking system having a power device for operating the trailer brakes, a power device for operating the tractor brakes, and a control valve operatively connected to both of said power devices and arranged to operate the same substantially simultaneously maintaining a given ratio of eil'ectiveness between them throughout the operating range, means for applying the trailer brakes in advance of the tractor brakes comprising valve means for causing applying pressure to develop solely in said trailer power device,'means for actuating said valve means, means for operating said actuating means independently of said control valve, and means for overcoming the force of said actuatingmeans whenever a given pressure has been reached in the control valve to prevent said actuating means from thereafter having any eil'ect on operation of the tractor-trailer braking system.

3. In a tractor-trailer braking system having a differential air pressure power device for operating the trailer brakes, a differential air pressure power device for operating the tractor brakes, a manually operable control member, and, a control valve actuated according to the manual pressure on said control member and operatively connected to both of said power devices, said control valve being arranged to operate said power devices substantially simultaneously maintaining a given ratio of effectiveness between them throughout the operating range, in combination,

means for operating said trailer power device in advance of said tractor power device comprising valve means for causing applying pressure to develop solely in said trailer power device, means for actuating said valve means, and means re sponsive to ,initial movement of the manually operable control member for operating said actuating means independently of said control valve.

4. In a tractor-trailer braking system having a differential air pressure power device for operating the trailer brakes, a diilerential air pressure power device for operating the tractor brakes, a manually operable control member, and a control valve actuated according to the manual pressure on said control member and operatively connected to both of saidpower devices, said control valve being arranged to operate said power devices substantially simultaneously maintaining a given ratio of efiectiveness between them throughout the operating range, in combination, means for operating said trailer power device in advance of said tractor power device comprising valve means for causing applying pressure to develop solely in said trailer power device, means for actuating said valve means, means responsive to initial movement of the manually operable control member for operating said actuating means independently of said control valve, and means for overcoming the force of said actuating means whenever .a given pressure has been reached in the control valve to prevent said actuating means. from thereafter having any eiIect on operation of the tractor-trailer braking system.

5.;An advance valve for insertion in a fluid pressure system between a control valve and a relay valve having a chamber connected to the relay valve, a second chamber connected to the control valve, a pressure responsive movable wall between the chambers, a second pressure responsive movable wall forming one side oi! the second chamber, means for connecting the first chamber at times to an independent pressure source and at times to the second chamber, and means responsive to a control independent of the control valve for exerting a pressure tending to connect the first chamber to the independent pressure source.

6. An advance valve, for insertion in a fluid pressure system between a controlling pressure and a controlled pressure, having a chamber connected to the controlled pressure, a second chamber connected to the controlling pressure, a pressure responsive movable wall between the two chambers, a second pressure responsive movable wall forming one side of the second chamber,

means for connecting the first chamber at times to an independent pressure source and at times to the secondchamber, and means responsive to a control independent of the controlling pressure for exerting a pressure tending to connect the first chamber to the independent pressure source.

'7. An advance valve, for insertion in a fluid pressure system between a controlling pressure and a control ed pressure, having a chamber connected to the controlled pressure, a second chamber connected to the controlling pressure, a pressure responsive movable wall between the two chambers, a second pressure responsive movable wall forming one side of the second chamber, the area of said second pressure responsive movable wall subjected to the pressure in said second chamber being greater. than the area of the first pressure responsive movable wall subjected to the same pressure, means for connecting the first chamber at times to an independent pressure source and at times to the second chamber, and

means responsive to a control independent of the controlling pressure for exerting a pressure tending to connect the first chamber to the independent pressure source.

8. In a tractor-trailer braking system having a power device for operating the trailer brakes,

'a power device for operating the tractor brakes,

a manually operable control member, and a control valve actuated according to the manual pressure on said control member and operatively connected to both of said power devices, said control valve being arranged to operate said power devices substantially simultaneously maintaining a given ratio of effectiveness between them throughout the operating range, an advance valve adapted to control the operating pressure of the trailer power device and having a chamber connected to said trailer power device, a second chamber connected to the control valve, a pressure responsive movable wall between the chambers, a second pressure responsive movable wall forming one side of the second chamber, means for connecting the first chamber at times to an independentpressure source and at times to the second chamber, and means responsive to initial movement or said manually operable control member for exerting a pressure tending to connect the first chamber to the independent pressure source.

9. In a tractor-trailer braking system, a differential pressure power device for operating the tractor brakes, a differential pressure power device for operating the trailer brakes, a relay valve connected directly to said trailer power device to regulate the same, a control valve connected directly to said tractor power device and also connected to said relay valve and arranged to operate the same maintaining a given ratio of eil'ectiv'eness between said power devices throughout the 10. In a tractor-trailer braking system having a power device for operating the trailer brakes, a power device for operating the tractor brakes, and a control valve operatively connected to both of said power devices to operate the same maintaining a given ratio of effectiveness between them throughout the operating range, means for applying the trailer brakes ahead of the tractor brakes comprising valve means for causing applying pressure to develop in the trailer power device, means independent of said control valve for actuating said valve means, and means for overcoming the force of said actuating means whenever a given pressure has been reached in the control valve.

11. In a tractor-trailer braking system having a power device for operating the trailer brakes, a power device for operating the tractor brakes, and a control valve operatively connected to both of said power devices to operate the same maintaining a given ratio of eflectiveness between them throughout the operating range, means for applying the trailer brakes ahead "of the tractor brakes comprising valve means for admitting applying pressure directly to said trailer power device, means for actuating said valve means adapted to be operated by said control valve, means for operating said actuating means independently of said control valve, and means for overcoming the force of said operating means whenever a given pressure has been reached in the control valve.

12. In a differential pressure operated braking system for a tractor and trailer combination, a differential pressure power device for operating the tractor brakes, a differential pressure power device for operating the trailer brakes, a first' valve mechanism for causing operation of both of said power devices, a second valve mechanism associated only with the trailer power device which causes to develop a predetermined difierential pressure in said trailer power device before the first valve mechanism develops an equal differential in the tractor power device, a solenoid for controlling the operation of said second valve mechanism, an electrical circuit controlling said solenoid, a switch in said circuit, and a single operator operated member controlling both said first valve mechanism and said switch.

13. In a tractor-trailer braking system having a differential pressure power device for operating the tractor brakes, a difierential pressure power device for operating the trailer brakes, and a control valve operatively connected to both of said power devices to operate the same maintaining a given ratio of eifectiveness between them throughout the operating range, a valve which opens to cause a difierential pressure to develop in the trailer power device only, and a control for said valve acted on by opposing forces, one of which is automatically developed during the early stages of each tractor-trailer brake application and which tends to open the valve, and the other of which increases as the pressure difand which tendsto counteract the valve-opening force.

14. A tractor-trailer power braking system comprising a power device for operating the trailer brakes, a power device for operating the tractor brakes, a control valve operatively connected to both of said devices and arranged to operate the same substantially simultaneously maintaining a given ratio of eifectiveness between them throughout the operating range, said control valve being directly connected to at least the tractor power device, means for causing a predetermined initial pressure to be built up in the trailer power device without postponing normal operation of the tractor power device, means for actuating the aforesaid means before appreciable pressure has been developed in the tractor power device, and a single operator operated control for the entire tractor-trailer power braking system.

15. A tractor-trailer power braking system comprising a power device for operating the trailer brakes, a power device for operating the tractor brakes, a control valve operatively connected to both of said devices and arranged to operate the same substantially simultaneously maintaining a given ratio of effectiveness between them throughout the operating range, said control valve being directly connected to at least the tractor power device, means for causing a predetermined initial pressure to be built up in the trailer power device power braking system.

16. In a differential system for a tractor difierential pressure the tractor brakes, a device for operating valve mechanism for pressure operated braking and trailer combination, a power device for operating diiferential pressure power the trailer brakes, a first causing operation of both of said power devices, a second valve mechanism associated only with the trailer power device which causes to develop a predetermined diiferential pressure in said-trailer power device before the first valve mechanism develops an equal differential-in the tractor power device, electrical means, including a switch, for controlling the operation of said second valve mechanism, and means under the control of the operator for actuating both said first valve mechanism and said switch.

17. In a tractor-trailer braking system having a power device for operating the trailer brakes, a power device for operating the tractor brakes, and a control valve operatively connected to both ofsaid power devices and arranged to operate the same substantially simultaneously maintaining a given ratio of effectiveness between them throughout the operating range, means for applying the trailer brakes in advance of the tractor,

'brakes, a diirerential power device for operating the trailer brakes, a relay valve connected'di rectly to said trailer powerdevice to regulate the same, a control valve connected directly to said tractor power device and also connected to said relay valve and arranged to operate the same maintaining a given ratio 01 eflectiveness between said power devices throughout the operating range, means for causing said relay valve to dc velop a predetermined pressure diflerential :in the trailer power device ahead of the pressure 5 termined pressure diflerential.

differential in the tractor power device, and means for rendering the last-named means ineilective whenever the pressure diflerential in the tractor power device reaches the aforementioned "prede- The iollowin: references are of record in the file 01 this patent:

UNITED STATE FATENTB Number Name Date 2400,05: am et a. Nov. 2a, 103': :15 2,185,361 Leupold ...:sm. 2, 1040 2,181,642 Strmip June 8, 1939 

